Vehicle safety device

ABSTRACT

The disclosure relates to a vehicle occupant restraint device. The device comprises a resilient pad for restraining the occupant, a transversely extending rigid support crossmember for disposing the pad in spaced proximity to the occupant&#39;&#39;s torso and a horizontal adjustment mechanism which permits adjustment of the horizontal spacing between the occupant&#39;&#39;s torso and the pad while preserving the disposition of the pad in an attitude parallel to the transverse general plane of the occupant&#39;&#39;s torso. The device also may include an automatic operation system for positively restraining an occupant on accident impact. This automatic operation system may include means for facilitating disengagement of the adjustment mechanism during its operation.

United States Patent 91 [1 1 3,759,343 Monaghan Sept. 18, 1973 VEHICLESAFETY DEVICE Inventor: James Monaghan, 11849 Clifton Blvd., Apt. 204-A,Lakewood Gardens, Lakewood, Ohio Filed: May 4, 1972 Appl. No.2 250,413

Related U.S. Application Data Continuation-in-part of Ser. No. 163,379,July 16, 1971.

U.S. Cl. 180/91, 280/150 B Int. Cl B60n 21/10 Field of Search 280/150 B;180/82,

References Cited UNITED STATES PATENTS 1/1972 Huber 280/150 B 4/1964Graham 280/150 B 7/1968 Steinberg 280/150 B Primary Examiner-Robert R.Song Attorney-Albert R. Teare et al.

[57] ABSTRACT The disclosure relates to a vehicle occupant restraintdevice. The device comprises a resilient pad for restraining theoccupant, a transversely extending rigid support crossmember fordisposing the pad in spaced proximity to the occupants torso and ahorizontal adjustment mechanism which permits adjustment of thehorizontal spacing between the occupants torso and the pad whilepreserving the disposition of the pad in an attitude parallel to thetransverse general plane of the occupants torso.

The device also may include an automatic operation system for positivelyrestraining an occupant on accident impact. This automatic operationsystem may include means for facilitating disengagement of theadjustment mechanism during its operation.-

9 Claims, 15 Drawing Figures Patehted Sept. 18, 1973 5 Sheets-Sheet 1fillllllllll. i r

FIGS

Patented Sept. 18, 1973 5 Sheets-Sheet 2 Patented Sept. 18, 1973 5Sheets-Sheet 5 EEEEi [BATTERY l- L 1. E -4 SOURCE OF PRESSURIZEO IR TOCOIL B 5 CONTACT 4 TO BATTERY a CONTACT 95 Patented Sept. 18, 1973 5Sheets-Sheet 4 FIG.8

Patented Sept. 18, 1973 3,759,343

5 Sheets-Sheet 5 CLUTCH BATTERY VEHICLE SAFETY DEVICE CROSS REFERENCE TORELATED APPLICATION The present application is in a continuation in partof its parent United States Patent Application, Ser. No. l63,379 ofJames Monaghan, which was filed on July 16, 1971.

BACKGROUND OF THE INVENTION The present invention relates to a vehicleoccupant safety device, particularly to an occupant restraint device.

Restraining safety devices previously used have primarily comprisedfabric belts which were secured across one or more portions of theoccupants body, such as across the abdomen and chest. When using thesedevices, the vehicle occupant was confined in place and unable to movewithin the vehicle without completely releasing the device. In the eventof an accident, these resraints might jam and trap the occupant. Sincethe occupant could not move within the vehicle without relasing thedevice, reaching for the glove compartment or paying a toll requiredrelease of the device and was, therefore, inconvenient. In addition, thebelts, while not in use, tend to get trapped with adjacent seats or dragon the floor. Further, handicapped. persons with only one arm or handhad difficulty in locking the belts in place.

In addition, these former devices were not readily adapted to automaticoperation for positively restraining the occupant on accident impact.Proposed automatic passive restraint devices comtemplate the restraintsurface passing very rapidly across a distance to contact the occupant.This action may cause injury to the occupant and could instill fear ofthe restraint in the occupant.

SUMMARY OF THE INVENTION The vehicle occupant restraint device of thepresent invention comprises a resilient pad for restraining theoccupant, a transversely extending rigid support crossmember forlocating and orienting the pad in horizontally spaced proximity to theoccupants torso and a horizontal adjustment mechanism which permitsadjustment of this spacing, while preserving the orientation of the padin its attitude parallel to the transverse general plane of theoccupants torso. Preferably, this adjustment mechanism comprises atransverse pivot shaft which rotationally mounts a rotatable support armand an associated vertical support arm. The vertical orientation of thevertical arm is maintained by a planetary action mechanism coactingbetween the pivot shaft and the vertical arm. The adjustment mechanismis releasably lockable by means of a clutch which coacts between thepivot shaft and the rotatable arm. In a modified form of the presentinvention a system is provided for automatically positively restrainingthe occupant on accident impact. This form may be further modified tofacilitate the operation of the automatic restraint.

It is an object of the present invention to provide a vehicle occupantrestraint of optimum size and positioning in front of the occupantstorso while keeping rigid supporting structure to a minimum. It is alsoan object to provide convenient adjustment and retraction of the device,even for handicapped persons, while minimizing the possibility ofaccidental disengagement of the restraint. Preferably, the restraint iseasily accessible for service, or even quick removal in the event of anaccident.

It is a further object of the present invention to provide a restraintdevice which can be readily modified to have automatic passive operationfor restraining the occupant on accident impact. In this modified formof the present invention, it is an object to apply the restraint from apoint in close proximity to the occupant and to apply the restrainingforce to the occupants body at a low pressure and thereafter increase itto a desired maximum. It is also the object of an alternative embodimentof this modified form to facilitate the movement of the resilient pad inapplying restraining force. It is a still further object to provide arestraint device which does not instill fear in the occupant and isconvenient and attractive to the occupant so as to encourage use, evenas an arm rest.

These and other objects and advantages may be found in the followingdisclosure.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a front elevation view,partially cut away, illustrating the restraint device 1 of the presentinvention installed in a vehicle;

FIG. 2 is a side elevation'view, partially cut away and partially insection, illustrating the device of FIG. 1;

FIG. 3, is an enlarged fragmentary front elevation view, partially cutaway and partially in section, illustrating the clutch mechanism 12 ofFIG. 1;

FIG. 3A is an enlarged fragmentary front elevation view, partially cutaway and partially in section, illustrating a modified embodiment of aclutch mechanism 12 for use in the device of FIG. 1;

FIG. 3B is an enlarged fragmentary front elevation view, partially cutaway and partially in section, illustrating a further modifiedembodiment of a clutch mechanism 12" for use in the device of FIG. 1;

FIG. 4 is a fragmentary front elevation view, partially cut away andpartially in section, of a lower portion of the device of FIG. 1;

FIG. 4A is a fragmentary front elevation view, partially cut away andpartially in section, illustrating a modified embodiment of the lowerportion shown in FIG. 4; FIG. 4B is a fragmentary front elevation view,partially cut away and partially in section, illustrating a fur: thermodified embodiment of the lower portion of the device shown in FIG. 4;

FIG. 5 is a side elevation view, partially in section, taken along theline 55 of FIG. 4;

FIG. 6 is a side elevation view taken along the line 6-6 of FIG. 4;

FIG. 7 is a side elevation view taken along the line 7-7 of FIG. 4;

FIG. 8 is a side elevation view along theline 88 of FIG. 4 of the lowerportion of the device shown in FIG.

FIG. 9 is a diagrammatic representation of the clutch actuation systemof the preferred embodiment of the present invention;

FIG. 10 is a diagrammatic representation of the automatic restraintsystem of a modified embodiment of the present invention; and

FIG. 10A is a diagrammatic representation of a modified embodiment ofthe automatic restraint system shown in FIG. 10. v

DESCRIPTION OF THE PREFERRED EMBODIMENT The preferred embodiment of therestraint device 1 of the present invention illustrated in FIG. 1,comprises a resilient restraint pad 2, a pad support crossmember 4mounted for limited angular movement in a transversely extending,vertical plane and a horizontal adjustment mechanism. This mechanismcomprises a vertically oriented support arm 6 for preserving theaforesaid angular movement of the pad 2 and crossmember 4 whilepermitting horizontal adjustment of the pad 2 with respect to thevehicle occupant O; a rotatable support arm 8 for moving the aforesaidmembers which rotates in a longitudinally extending, vertical plane; atransverse pivot shaft 10 for the arm 8; and a clutch mechanism 12 whichreleasably locks the pivoted arm 8 to the stationary pivot shaft 10.This construction releasably locks the restraint pad 2 in a horizontallyadjusted position in proximity with the front of the occupants torso andrestrains him from striking the forward portions of the vehicle whileminimizing the amount of structure in front of the occupant.

In operating the device from its retracted position (the dotted lineshowing in FIG. 2) in which the pad 2 is in its uppermost position andsituated rearwardly of the occupant, the occupant reaches up to aconvenient shoulder height and grasps the crossmember 4 and pulls itforward to a ready position (the dot-dash showing of FIGS. 1 and 2)slightly in front of him. He then draws the pad 2 and its associatedcrossmember 4 down in front of him and adjusts the horizontal spacing ofthe pad with respect to his-torso, so that it is located adjacent hiscenter of gravity as he is sitting. On completion of the adjustment, helocks the clutch 12 to preserve the spacing. If the occupant later wantsto withdraw the restraint without affecting his adjustment, he needsonly to termporarily lift the crossmember 4 and pad 2 back into theready position. During this operation, the clutch l2 reamins locked inthe adjusted position until released.

In the preferred form of the restraint device 1, the stationary pivotshaft 10 is mounted on and supported by the occupants seat assembly.This mounting site permits the occupant to adjust his seat forward orbackward with respect to the vehicle without affecting the horizontalorientation of the device 1 with respect to himself. Where the seatsangular orientation can be adjusted, such as by canting backward, it ispreferred that the shaft 10 be mounted on the seat so as to angularlymove with the seat and occupant.

The transverse orientation of the shaft 10 with respect to the vehicleand occupant provides a transverse pivot axis for the rotation of therotatable support arm 8 in its longitudinally extending, vertical plane.To provide firm mounting of the device 1, the opposed end of the shaft Iis fixedly secured to the vehicle, preferably to the seat, as aforesaid.

The rotating arm, as may be seen in FIG. 4, is biased and urgedrearwardly by a helical torsion spring 18 on the shaft so that the arm 8will tend to rotate rearwardly when it is free to rotate. Theconvolutions of this spring I8 encompass the shaft 10 and extendlengthwise of it, thereby saving space. If desired, a tubular cover forthe spring 18 can be-provided which encompasses both it and the shaft10. One end 19 of the spring 18 is fixedly mounted to the shaft 10 by anarm 20 of a stationary collar 22 affixed to the shaft. The opposite end24 of spring 18 is rotationally moveable and engages an arm 26 extendingtransversely from the lower end of the rotatable support arm 8 (FIGS. 4and 8). This provides the aforementioned rearward biasing of therotatable arm 8.

The rotatable arm 8 is rotatably attached at its lower end to thetransverse pivot shaft 10 so that it will rotate in a vertical planewhich extends longitudinally of the vehicle and also perpendicularly tothe general plane of the occupants torso. Preferably, it is mounted onthe outer end of the transverse pivot shaft 10 so that it is situatedbetween the occupant and the outside of the vehicle, thereby providingconvenient access to it. Preferably, the arm 8 is secured to the rod 10by an annular collar 14 and a lock pin 16 (FIGS. 1, 3, 4 and 7) whichare affixed to the pivot shaft 10. The transverse positioning of the arm8 on the shaft 10 is effected by the same collar 14 and the clutch 12.

The rotatable arm 8 is provided with inner and outer circular bosses, 28and 30 respectively, which are journaled for rotation on internalextensions 15 and 15 of the collar 14 (FIG. 3) and which act as bearingsfor the arm 8. Both bosses 28 and 30 also act to transversely positionthe arm 8 on the shaft 10. An enlarged diameter portion 15 of theinternal extension of collar 14 also prevents outward transverseshifting of the arm 8. A slotted reduced diameter portion 15 on theextension of collar 14 permits the arm 8 to shift transversely inwardlyon actuation of the electromagnetic clutch 12. The exposed inner face ofthe inner boss 28 is provided with a magnetizable friction disk or pad32 which, on actuation of the electromagnetic clutch l2, coacts with theclutch 12 to lock the arm 8 in a fixed position. This locking actionalso locks the horizontal position of the restraint pad 2, as well. Theactuation of the electromagnetic clutch 12 causes the disc 32 to drawagainst the confronting face of the stationary clutch 12 to cause thislocking.

The forward and rearward rotation of the pivoted arm 8 is confined to alimited angle, such as by the front and rear stops (FIG. 8), 34 and 36respectively. In the form shown, the front stop comprises a springloaded piston 38 which rides in a cylindrical hole 40 in the front stopsupport bracket 42 to provide a resilient fail safe action. The piston38 has a convex face which abuts against a wear plate 44 on the forwardside of the arm 8. Preferably, the pistons axis of movement is depressedat an angle of about 45 from the vertical so that the arm 8 can swingforward about 45 from the vertical. When the arm 8 is depressed forwardmore than 45 from the vertical (such as during a slippage of the clutch12 on severe impact in an accident), the spring-urged, forward stopwould resiliently resist this extreme depression until the forward forcepushed the piston face below the cylinder mouth, at which point theforward edge of the arm 8 would finally abut the rigid support bracket42. This provides the aforesaid resilient fail safe action. The rearstop 36 is rigid and comprises a longitudinal support bracket 48 and anL- shaped stop bracket 46 which extends transversely of it and limitsthe rearward rotation of the support arm 8. This stop 36 is oriented sothat the pivoted arm 8 can be rearwardly depressed about 45 from thevertical.

The upper end of the pivoted arm 8 is provided with inner and outerintegral bosses 50 and 52 respectively,

which are journaled for the rotation of an upper transverse shaft 54.This shaft 54, in turn, mounts the vertical arm 6 on the rotatable arm8. While this shaft is free to rotate on the rotatable arm 8, it isfixedly secured to vertical arm 6 such as by having square headed ends56 of increased dimension and lock pins 58 extending through the shaft54 and arm 6. (FIGS. 5 and 6).

Means for maintaining the vertical orientation of the vertical arm 6coact between this upper transverse shaft 54 and the lower transversepivot rod It}. In the form shown, this means is housed within therotatable arm 8 for convenience and safety. Accordingly, the arm 8 ishollow or tubular with an access plate 60 bolted to its lower end and ajournaled convex access cover 62 bolted on its upper end. As shown, theupper access cover 62 is tapbolted through the integral bosses 50 and 52to the rotatable arm 8 (FIG. 5). This construction safely andeffectively encloses an orientation maintenance means while stillproviding easy service access.

In the form shown, the vertical orientation maintenance means is aplanetary action chain and sprocket drive which comprises a lowersprocket 64, an upper sprocket 66 and an interconnecting chain 68. Thelower sprocket 64 is rigidly fixed against rotation by a square keywhich fits into a slot on the reduced diameter extension and one on thesprocket itself. However, this key and slot arrangement does permit thelower sprocket 64 to shift transversely along with the arm 8 as theclutch 12 is engaged and disengaged since the slot on the sprocket 64 islonger than the key. The upper sprocket 66 has a square aperture and isrigidly fixed against rotation on a central, squared portion 56 of theshaft 54 which is the same size as the end squares 56 (FIG. 4) since,unlike the lower sprocket 64, transverse shifting is not needed.Preferably, the upper and lower sprockets are of equal diameter so thatas the 7 arm 8 (and its associated upper sprocket 66) and vertical arm 6are angularly deflected with respect to the transverse shaft 10 (and itsassociated lower sprocket 64), the upper sprocket 66 is angularlydeflected an equal amount in the opposite direction thereby maintainingthe predetermined vertical orientation of the vertical arm 6. It shouldbe understood that other parallel action mechanisms, such asparallelogram connections, known in the art, may also be used so thatthe vertical orientation of the vertical arm 6 is preserved throughoutits movement.

In the form shown, the vertical arm 6 is a tubular member with atransverse pivotal connection at its lower end and a longitudinalpivotal connection at its upper end. The lower end is bifurcated toprovide inner and outer legs 70 and 72, respectively, which abut andbearingly engage the inner and outer bosses 50 and 52 of the rotatablearm 8. Each of these legs has a square aperture for receiving therespective square headed end 56 of the shaft 54. Through the use of thisinterconnection and the lock pins 58, the vertical arm 6 is securelyfastened to the shaft 54 and its associated upper sprocket 66. The lowerend portion 74 of the vertical arm 6 which interconnects the legs 70 and72 is spaced from the upper end of the rotatable arm 8 and is concavelyconfigured in side elevation to provide clearance between the convexaccess cover 62 and itself.

The upper end of the vertical arm 6 is provided with a pivot 76 whoseaxis of rotation'extends horizontally and longitudinally of the vehicleso that the crossmember 4 and pad 2 may be rotated in and out ofposition in a transversely extending vertical plane. Preferably, thisrotation is through a limited angle, such as 60. The crossmember 4 ispreferably releasably locked at each limit of its rotation such as by aspring-loaded detent (not shown) mounted on the vertical arm 6 whichfits into a pair of angularly spaced apertures or depressions in thecrossmember 4 (not shown). In this way the crossmember may be releasablylocked in either a vertical position or a position which is depressed 60from the vertical. To prevent rotational travel beyond these releasablelocking points a limiting stop, such as is known in the art, should beprovided at each limit of the arms travel. The pad support crossmember 4is mounted on pivot 76 for rotation in a transversely extending verticalplane so that it can swing parallel to the general plane of theoccupant's torso. In its preferred form, the crossmember 4 is bifurcatedor Y-shaped with upper and lower supports, 78 and 80, respectively,attaching the restraint pad 2 to the crossmember 4. The upper support 78follows the general axis of the crossmember while the lower support 80diverges outwardly away from this axis so that the upper ends of the supports 78 and 80 attach to the pad 2 at spaced points on the padsperiphery. Each of these supports 78 and 80 provide convenient handgrips for moving the device 1. Preferably, a clutch actuation switch 81is mounted at the junction of the supports 78 and 80 with a switch lever82 extending along the lower edge of the support 80 to provideconvenient actuation of the clutch 12. This construction permits singlehand use of the device 1.

The restraint pad- 2 is preferably made of a resilient material, such asfoam rubber, with a circular configuration when viewed in frontelevation. In side elevation, the front, or proximal surface 84 to theoccupant O is convex and the rear surface 86 is concave to graduallycushion and restrain the impact of the occupant. A circularreinforcement ring 88 is embedded into the distal surface of the pad topreserve its circular configuration and provide mounting points for thecrossmember 4. Preferably, the pad 2 has a rotatable handgrip 90 whichthe occupant can grasp. As shown, this grip 90 extends across theinterior of the concavity formed by the surface 86 and slides on thereinforcing ring 88.

In a typical operation of the device 1, the device 1 is initiallypositioned in a retracted position (FIG. 2, dotted line showing) withthe restraint pad 2 located to the rear of the occupant slightly abovehis outer shoulder. In this position, the spring 18 has depressed therotatable arm 8 about 45 from the vertical and the vertical arm 6, thecrossmember 4 and the pad 2 are all vertically aligned and positioned.To use the device 1, the occupant grasps either the lower crossmembersupport 80 or the pad handgrip 90 and draws the pad 2 forward to a readyposition (FIG. 2, dot-dash position) with the pad 2 at approximately thedesired horizontal spacing from the transverse vertical plane crossingthe front of his torso. In this position, the vertical arm 6, thecrossmember 4, and the pad 2 are still vertically aligned, but therotatable arm 8 has been rotated forward against the force of spring 18.The clutch 12 has not yet been actuated so that release of the handgripby the occupant would allow the device to return to its retractedposition.

Next, the occupant pivots the pad 2 and the crossmember 4 transverselydown to put the pad 2 in its lowest position and makes the finaladjustment of the horizontal spacing between the pad 2 and his torso.With the pad 2 and crossmember 4 in this final position he actuates theclutch actuating switch 81, thereby locking the clutch 12 and therotatable arm 8 in position.

If, while riding, the occupant should desire to temporarily remove therestraint, he need only lift the pad 2 back into the ready position. Hecan then return the pad to its adjusted position without furtheradjustment. A suitable warning system can be provided to preventoperation of the vehicle without the restraint pad 2 being down inposition to protect the riders torso.

To retract the device 1 to its initial position, the occupant need onlyraise the pad and crossmember 4 to the ready position and actuate theclutch actuating switch from the ready position. This releases theclutch and the pad 2 can be allowed to retract to the initial positionusing the force of the spring 18.

More specifically, FIG. 9 diagrammatically illustrates the electricalsystem for engaging and disengaging the electromagnetic clutch 12. Thissystem uses a locking type relay C which has a coil A to engage theclutch 12 and a separate coil B to disengage the clutch 12. Atwoposition master switch 91 is mounted at the juncture of the crossmember 4 and the vertical arm 6 so that rotation of the pad 2 andcrossmember 4 will alternately permit actuation of either the engagingrelay coil A or the disengaging relay coil B by the single hand switch81. In a typical operation of the electrical system with the pad 2 inthe ready position, the clutch 12 is disengaged. In this condition, apivoted contact lever 92 is held over against the disengaging relay coilB by a spring (not shown) with a clutch control contact 93 on its lowerend out of electrical contact with clutch contact point 94. As the pad 2and crossmernber 4 are swung down to the restraint position (FIG. 9,dot-dash line showing), movable contact 95 attached to the crossmember 4is moved into electrical contact with an engaging coil contact 96 in themaster switch 91. When the electrical contacts in the hand switch areclosed, such as by actuating the hand lever 82, electrical energy flowsfrom one pole of the vehicle's battery through the clutch engaging coilA, the engaging contacts 95 and 96, the hand switch 81, the stationarypivot contact 97 in the master switch 91, and back to the opposite poleof the battery, thereby energizing the engaging relay coil A. Thiscauses the contact lever 92 to be pulled away from relay coil B over torelay coil A where it is held by a spring (not shown). This swingingbrings the contact 93 into engagement with contact 94, thereby causingelectrical energy to flow from one pole of the battery through contacts93 and 94 and the electromagnetic clutch 12 and back to the oppositepole of the battery, energizing the clutch 12 and drawing the disc 32against it. Subsequent opening or closing of the contacts in the handswitch 81 has no effect on the clutch 12 which is locked in its engagedcondition until the pad 2 and crossmember 4 are again raised to thevertical ready position.

In order to disengage the clutch 12, the occupant must raise the pad 2and crossmember 4 to the aforesaid vertical ready position. In thisposition, the contact 95 has rotated to engage the disengaging contact96' of the master switch 91. On actuation of the hand switch 81 in thisposition, electrical energy flows from one pole of the battery throughthe contacts 93 and 94 (which are still in contact) the relay coil B,the contacts 95 and 96', the engaging contacts of the hand switch 81,the pivot contact 97 and back to the opposite pole of the battery. Thisflow energizes the relay coil B, pulling the contact lever 92 away fromrelay coil A and toward relay coil B where it is held by a spring (not 7shown), thereby breaking the contact between contacts 93 and 94 andde-energizing the clutch 12. Preferably, the connecting wires betweenthe battery and contact 93 and between contact 97 and hand switch 81should be provided with retractable coiled springs so that the contactlever 92 and crossmember 4, respectively, can rotate. Where desired, thedevice 1 may be wired so that the vehicles ignition cannot be operatedwithout the pad 2 being in the horizontally adjusted, restraintposition.

In FIGS. 4A and 10 there is shown a modified embodiment of the presentinvention which provides an automatic positive restraint of the occupanton impact. In this embodiment an automatic restraint system senses anaccident impact to the vehicle and increases the rearward directingforce applied to the rotatable arm 8 while releasing the clutch 12.

In the form shown, the stationary collar 22' is modified so that the arm20' is used for attaching the collar 22 and shaft 10 to the vehicle andnot for securing the interior end 19' of the spring 18. Instead theinterior end 19' is attached to an end plate or arm 122 mounted on theexterior end of a rotatable sleeve 124. This sleeve 124 is rotatable onthe shaft 10 so that the torsion of spring 18 can be increased. Theincreased torsion is effected by a gear 126 mounted on the sleeve 12 1being driven by a rack 128 powered by penumatic cylinder 130. Onactuation of the pneumatic cylinder 130, the rack 128 drives the gear126, thereby rotating the sleeve 124 and increasing the torsion on thespring 18. The increased tension, in turn, increases the rearward forceon the rotatable arm 8 and its associated restraint pad 2. By thisarrangement, the rearward force of the restraint pad gradually increasesas the rack 128 travels through its throw and the ultimate force of thepad against the occupant can be pre-determined.

The cylinder 130 is actuated upon the sensing of a vehicle impact event,such as an accident impact, by the electromechanical portion of thesystem 120. This portion also releases the clutch 12 so that theincreased tension of spring 18 will movethe arm 8 and its associated pad2 rearward to automatically positively restrain the occupant.

In the form shown this portion of the system comprises at least oneimpact sensor 132, a dual function switch 134 for releasing the clutchl2 and actuating the cylinder 130, a source of pressurized air 136, asolenoid valve 138 for connecting the air source 136 to the cylinder 130on actuation by switch 134, and the vehicle battery for supplyingelectrical energy to the appropriate foregoing components.

As shown, each sensor 132 comprises a shield 140 which protects thesensor against accidental actuation, and a press fit or spring biasedplunger 142 which closes a pair of switching contacts (not shown) whenpushed in. The force of an accident impact would crush or dent theshield 140 and push in the plunger 142. Preferably, a plurality ofsensors 132 are disposed on the vehicle's periphery and wired inparallel so that an impact from the front, side, or rear would actuatethe system. It should be understood that while impact sensors have beendiscussed, other appropriate sensing devices, such as proximity sensorscould be used.

The dual function switch 134 is preferably constructed with a first pairof switching contacts 144 normally closed for controlling the clutch 12and preserving its horizontal adjustment energization and with a secondpair of switching contacts 146 which are normally open for controllingvalve 138. On energization of a coil 148 by a sensor 132, contacts 144are opened (deenergizing clutch 12) and contacts 146 closed (energizingvalve 138). Preferably, the switch 134 is of a time delay type so thatafter a predetermined period of energization, such as one to twoseconds, contacts 146 re-open, thereby releasing the increased rearwardforce of the pad 2 so that the occupant can either leave the vehicle orresume operation of it. In addition, the switch 134 preferably isresettable so that the contacts 144 can be reclosed even with a sensor132 actuated. This would permit use of the normal horizontal adjustmentfeature in operating the vehicle after an accident impact until thesensor was repaired or otherwise deactivated.

The valve 138 is preferably a spring return solenoid pneumatic valve sothat high pressure air will flow through it only during its period ofenergization. High pressure air is selectively transmitted from source136 to the cylinder 130 via this valve 138.

The cylinder 130 is preferably a single acting pneumatic cylinder withrack 128 attached to one face of its piston 150. The other face of thepiston is provided with a stop 152 with a diameter less than that of theinterior wall of the cylinder 130 so as to provide an annular space atthe rear of the cylinder 130 for high pressure air to enter. The returnof the racks de-energized position is effected by the tension of spring18 and the escape of air through a reduced diameter escape port 154.This port 154 has a reduced diameter so that, while a small amount ofenergizing air can escape through it during actuation, it does notmaterially hinder the actuation of cylinder 130.

In a typical operation of the foregoing modification of the presentinvention in which the pad 2 is located in its horizontally adjustedrestraint position, the following events would occur. On accidentimpact, a sensor 132 would be actuated. This would close the circuitbetween the actuated sensor 132, the battery, and the switch coil 148,thereby actuating coil 148. Actuation of coil 148 would open contacts144 and close contacts 146. The opening of contacts 144 would break thecircuit between the clutch 12, the battery, the switch 134 and thehorizontal adjustment circuit shown in FIG. 9, thereby releasing theclutch 12. At the same time, the closing of contacts 146 would close thecircuit between the battery, the switch 134, and valve 138, therebyactuatingvalve 138. The actuation of valve 138 would, in turn,communicate the cylinder 130 with the source of pressurized air 136,thereby actuating the cylinder 130 and forcing the rack 128 outwardly.This movement of the rack, via sleeve 124, increases the tension onspring 18. With the clutch 12 released, the arms 8, 6, and 4 and the pad2 would move rearwardly from the restraint position until the pad 2contacted the occupant's torso. Since the rack's movement and consequentspring tension has just commenced, the pad 2 would contact the occupantstorso at a relatively low force value. This would minimize impact shockfrom the pad 2. As the rack 128 continued its travel, the force of thepad 2 against the occupant would increase until maximum rack travel andforce was reached and the occupant would be resiliently clamped inplace. At a predetermined time after actuation of sensor 132, the timedelay feature of switch 134 would de-activate the cylinder and the rack128 and spring tension would return to their original condition. Thiswould reduce the force of the pad against the occupant to its normalvalue so that the restraint pad 2 could be readily moved out ofposition.

By slightly modifying the structured the electromagnetic clutch 12 andthe embodiment of the automatic restraint system 120, it is possible toreduce the time required to release the clutch 12 after an accidentimpact by providing a quick release means on the clutch. On clutchrelease at impact, friction pad 32 should freely rotate a fraction of arevolution to complete vehicle occupant restraint. However, withoutspaced separation, the clutch faces might tend to remain in loosefrictional contact, thereby reducing complete freedom of rotation of pad32. It is preferred that the clutch faces be forcibly separatedcontemporaneously with the clutch de-energization. This separationbecomes more important after a vehicle has been in use for some timewhen clutch faces may be roughened by wear, or may have some residue ofmagnetism. FIG. 3B illustrates a preferred embodiment of this modifiedclutch 12" in which an air jet arrangement 158 is used to facilitateseparation of the friction pad 32 from the clutch 12". In thisembodiment, the outer face 160 of the clutch 12" is internallychampfered at its edge of intersection with the shaft 10. This providesan annular air space 162 which extends around the circumference of theshaft 10 and which is defined by the outer circumference of the shaft10, the outwardly. inclined champfer surface 164, and the confrontingface of the friction pad 32 (when the clutch 12" is engaged).

The shaft 10' is provided with a centrally-disposed, axially extendinginternal bore or passageway 166 (FIG. 4B) which extends internally fromthe end of the shaft 10 adjacent the collar 22' to a point adjacent theouter face of clutch 12". A plurality of open ports 168 extend radiallyoutwardly from the bore 166 at a point adjacent to the outer face andcommunicate the bore 166 with the air space 162. The end of the bore 166adjacent to the colar 22 is joined to an air supply conduit 170 by acoupling 172 so that the air space 162 is capable of being supplied withpressurized air.

In this embodiment of the automatic restraint system, the air space 162is selectively supplied with pressurized air when the clutch 12" isde-energized so that the air supplied may press outwardly against thepad 32 and force it outwardly from the clutch 12" to a position where itis spaced from the clutch 12". The supplied air would also pass into andthrough the resulting space, blowing away dust and establishing alubricating air film between the outer face 160 of the clutch 12 and thefriction pad 32. To facilitate and speed the outward movement of the pad32, and to minimize the resultant outward thrust effect due to thepressurized air, the outer boss 30 of the rotatable arm 8 may beprovided with a radial ball thrust bearing assembly 176 comprising aninner race 176a, an outer race 176b, a plurality of ball bearings 1760,and a bearing cage (not shown). This bearing assembly 176 is disposedwithin a bearing retention cavity 178 with the inner race 176a seatedagainst the face 14 of the collar 14, while mounted on the enlargeddiameter extension 15 and with the outer race 176b seated against theshoulder 30' of the boss 30.

In the modified embodiment of the automatic restraint system 120, FIG.A, the air space 162 is preferably selectively supplied with pressurizedair by tapping the supply conduit 170 into the air conduit 174 whichcommunicates the cylinder 130 with the valve 138. By this arrangement,upon actuation of the valve 138 to actuate cylinder 130, pressurized airwould also actuate the air jet 158 by passing through the supply conduit170, the internal bore 166 and the ports 168 and into the air space 162.Since the clutch 12" would be de-energized, the pressurized air wouldforce the pad 32 away from the clutch face 160. The hearing assembly 176would facilitate this outward movement. In other respects, the automaticrestraint system 120 would be constructed and would operate the same asthe previously discussed automatic restraint system 120.

The impact sensing device as shown actuates three contemporaneousoperations-magnetic clutch release, air jet clutch separation, and aircylinder spring pressure intensification with the possibility ofdifferential timing between these operations. It is preferable that theclutch release and clutch separation should be simultaneous, but thatthe spring pressure intensification should not precede the clutchrelease and separation operations.

Differential timing of the air units 150 and 130 to slightly delay thecompletion of the operation of the air cylinder 130 with respect to theair jet actuation can be obtained by the select sizing of the cylindersair entrance port 174' in relation to the air jet ports 168. This caninsure that the restraint pad contacts the occupants torso prior to theeffective spring intensification.

Differential timing can also be obtained electrically by installing asuitable time delay circuit and providing an independent supply ofpressurized air to the air jet 158. In this instance, the supply conduit170 could be communicated directly to the source of pressurized air 136and provided with a selectively actuable valve, such as a spring return,solenoid pneumatic valve similar to valve 138, connected to contacts 146of switch 134. A suitable time delay circuit would be connected betweenthe valve 138 and the contacts 146 to give the following sequence. Forexample, with the time delay circuit connected as aforesaid it wouldinsure that the complete energization of the cylinder 130 would notprecede the operation to separate the clutch faces by air jet.

Other methods of clutch face separation could be used, for example, byplacing a coiled compression spring betwen the clutch faces and aroundshaft 10. This, however, would require an increase in magnetic clutchpower to close the clutch while overcoming the spring's force, and wouldadd some rotational friction to clutch pad 32. Also, it does not lenditself to the aforesaid time differential control. Therefore, theforcible separation ofthe clutch faces by air is the preferredembodiment.

While the device 1 of the present invention has been discussed utilizingan electromagnetic clutch (FIGS. 1, 3 and 4), a mechanical clutch 12,such as that shown in FIG. 3A, can be used where the automatic passiverestraint is not desired. This clutch 12' utilizes a pair of cam actioncollars 100 and102 to shift the friction disc 32 against a stationaryplate 104 via transverse shifting of the rotatable arm 8. In this formof the device 1, the annular collar 141' is modified so that it extendsfrom the interior face of the friction disc 32' to a point adjacent theend of the shaft 10. However, it is still rigidly fixed to the shaft 10by lock pin 16. The collar 14 includes a reduced diameter portion 106provided with a slot 107 for the sprocket key and an enlarged diameterportion 108 also provided with a slot 109. The enlarged diameter portion108 extends outwardly from the outer face of the lower sprocket collarwhile the reduced diameter portion 106 extends inwardly from that point.The inner face 110 of the enlarged diameter portion 108 abuts thesprocket collar and acts as a stop against outward transverse travel ofthe arm 8. The camming collars and 102 are held in place and the air gapbetween the disc 32' and the plate 104 is adjusted by an adjustmentcollar 111 and a lock collar 112 which are threaded onto the enlargeddiameter portion 108. The outer camming collar 100 is freely rotatableon the enlarged diameter portion 108 while the inner camming collar 102is fixed against rotation on the enlarged diameter portion 108 by thekey 113 attached to'102 but can slide transversely along slot 109 in theenlarged diameter portion 108. Therefore, upon rotation of the outercamming collar 100, such as by a handle 114, the inclined camming facesride against each other, pushing the inner camming collar 102 inwardlyaway from the outer collar 100 and the threaded collars 111 and 112.This causes the key 113 to slide along the slot 109, and the innercollar 102 to thrust the disc 32 against plate 104 via the structure ofarm 8.

By the foregoing arrangement and structure of the elements, there isprovided an improved vehicle occupant restraint device. A restraint pad,disposed parallel to the general plane of the occupants torso, is placedin front of the occupant with a minimum of accompanying supportingstructure also being placed in front of the occupant. This reduces thepossibility of both entrapment in an accident and injury by strikingrigid supports. The aforesaid parallel attitude of the pad is alsopreserved throughout the adjustment of the horizontal spacing betweenthe occupant and the pad. The pad can be readily swung away from infront of the occupant, such as to pay a toll, and returned to itsrestraining position without affecting the horizontal adjustment. Infact, horizontal adjustment can be effected only after swinging the padout of the way, thereby preventing accidental disengagement and forwardmovement of the pad when it is in the restraint position. To facilitaterotation of thepad and crossmember out of the way, three handgrips areprovided one on the pad, and two on the crossmember. The swiveling, pad

handgrip is at a convenient shoulder height so that where a mechanicalclutch is used, one hand can grasp the handgrip to draw the pad downinto position and hold it, utilizing the swivel action to avoid changingthe grip, while the other hand actuates the mechanical clutch.

In the modified form of the present invention-in which an automaticsystem for positive restraint of the occupant is provided, furtherimprovements are effected. Since the restraint pad is already in closeproximity with the occupants torso, the pad will develop relativelylittle inertial force before contacting the occupant, thereby reducingshock to the occupant. This may reduce or eliminate the occupants fearof being struck by a restraint device during an accident. In addition,the short travel distance reduces the elapsed time between the accidentevent and the application of restraint. The maximum restraining force isdeveloped after the pad has contacted the occupant and not before. Sincethe restraint force is applied by resilient spring pressure and the paditself has a resilient construction, the occupant is resiliently held inplace during an accident. Further, where the driver and passengers inthe front or rear of a vehicle have independent electrically positionedrestraints, the vheicle can be wired so that any one impact sensor cansimultaneously automate all of the aforesaid restraints. In conclusion,the pad is moved into position using only a single handgrip which has abuilt-in electric switch. The automatic power system for the pad, willon impact, resiliently secure the occupant to the seat for a fewseconds, then the automatic system becomes unpowered. The pad can thenbe removed quickly by one hand to the rear of the occupants seat. Stillfurther, if for any reason the automatic system should fail, the pad 2would still be in its restraint position to act as a resilient fail saferestraint.

The terms and expressions which have been used are used as terms ofdescription and not of limitation, and

there is no intention in the use of such terms and descriptions ofexcluding any equivalents of any of the features shown and described, orportions thereof, and it is recognized that various modifications arepossible within the scope of the invention claims.

I claim:

1. A vehicle safety device adapted for ultra-rapidly restraining avehicle occupant from movement comprising:

a resilient restraint pad;

7 a support assembly for supporting said pad;

said pad being attached to the support assembly;

a positioning and holding mechanismfor adjustably positioning andholding said pad in an optimal position in front of and in proximitywith a vehicle occupants torso, said positioning and holding mechanismincluding a clutch mechanism with a substantially rotationally-fixedclutch surface and a rotatable clutch surface, said support assemblybeing rotatable with said rotatable clutch surface, said rotatableclutch surface being engagable with said substantiallyrotationally-fixed clutch surface in a locked position;

said positioning and holding mechanism operatively connecting saidsupport 'to said vehicle;

sensing means for sensing a vehicle accident event;

release means for applying a positive disengaging force to at least oneof said clutch surfaces;

said release means being actuable by said sensing means;

power means for moving said restraint pad into contacting engagementwith the occupant;

said power means being actuable by said sensing means;

switching means for actuating said release means and said power means;and said switching means actuating upon the sensing of an accident eventby said sensing means. 2. A safety device in accordance with claim 1,wherein said release means includes a fluid jet for applying fluidpressure to positively disengage at least one of said clutch surfaces.3. A safety device in accordance with claim 1, wherein said releasemeans includes a fluid jet for applying fluid pressure to said clutchsurfaces to positively separate and disengage the same. 4. A safetydevice in accordance with claim 3, wherein said device includes atransverse pivot rigidly attached to said vehicle; and said supportassembly is rotatably mounted on said pivot for rotation in alongitudinally extending, vertical plane, I said clutch mechanism beingdisposed for coacting between said pivot and said support assembly forreleasably locking the support assembly with respect to said pivot. 5. Asafety device in accordance with claim 4, wherein said substantiallyrotationally-fixed clutch surface is rigidly attached to said pivot. 6.A- safety device in accordance with claim 4, wherein said supportassembly is slidably mounted on said pivot to permit shifting movementof said assembly in a length-wise direction along said pivot. 7. Asafety device in accordance with claim 6, wherein said support assemblyincludes bearings which engage said pivot and facilitate said shiftingmovement. 8. A safety device in accordance with claim 2, wherein saidrelease means is fluid-operated, and

said power means comprises,

a source of pressurized fluid,

a fluid-operated motor operatively associated with said support assemblyfor rotating said assembly upon actuation, and a control valve actuatedby said switching means for selectively applying pressurized fluid fromsaid source to said fluid-operated motor and said release means. 9. Asafety device in accordance with claim 8, wherein said power meansfurther includes a timing means operatively associated with saidswitching means for actuating said fluid-operated motor and said releasemeans at different times.

* i 4 t i

1. A vehicle safety device adapted for ultra-rapidly restraining avehicle occupant from movement comprising: a resilient restraint pad; asupport assembly for supporting said pad; said pad being attached to thesupport assembly; a positioning and holding mechanism for adjustablypositioning and holding said pad in an optimal position in front of andin proximity with a vehicle occupant''s torso, said positioning andholding mechanism including a clutch mechanism with a substantiallyrotationally-fixed clutch surface and a rotatable clutch surface, saidsupport assembly being rotatable with said rotatable clutch surface,said rotatable clutch surface being engagable with said substantiallyrotationally-fixed clutch surface in a locked position; said positioningand holding mechanism operatively connecting said support to saidvehicle; sensing means for sensing a vehicle accident event; releasemeans for applying a positive disengaging force to at least one of saidclutch surfaces; said release means being actuable by said sensingmeans; power means for moving said restraint pad into contactingengagement with the occupant; said power means being actuable by saidsensing means; switching means for actuating said release means and saidpower means; and said switching means actuating upon the sensing of anaccident event by said sensing means.
 2. A safety device in accordancewith claim 1, wherein said release means includes a fluid jet forapplying fluid pressure to positively disengage at least one of saidclutch surfaces.
 3. A safety device in accordance with claim 1, whereinsaid release means includes a fluid jet for applying fluid pressure tosaid clutch surfaces to positively separate and disengage the same.
 4. Asafety device in accordance with claim 3, wherein said device includes atransverse pivot rigidly attached to said vehicle; and said supportassembly is rotatably mounted on said pivot for rotation in alongitudinally extending, vertical plane, said clutch mechanism beingdisposed for coacting between said pivot and said support assembly forreleasably locking the support assembly with respect to said pivot.
 5. Asafety device in accordance with claim 4, wherein said substantiallyrotationally-fixed clutch surface is rigidly attached to said pivot. 6.A safety device in accordance with claim 4, wherein said supportassembly is slidably mounted on said pivot to permit shifting movementof said assembly in a length-wise direction along said pivot.
 7. Asafety device in accordance with claim 6, wherein said support assemblyincludes bearings which engage said pivot and facilitate said shiftingmovement.
 8. A safety device in accordance with claim 2, wherein saidrelease means is fluid-operated, and said power means comprises, asource of pressurized fluid, a fluid-operated motor operativelyassociated with said support assembly for rotating said assembly uponactuation, and a control valve actuated by said switching means forselectively applying pressurized fluid froM said source to saidfluid-operated motor and said release means.
 9. A safety device inaccordance with claim 8, wherein said power means further includes atiming means operatively associated with said switching means foractuating said fluid-operated motor and said release means at differenttimes.